Apparatus



(No Model.) v2 Sheets-Sheet 1.

P. RIBARD. RAILWAY SIGNALING APPARATUS.

No.522,494. Patent'edJu1y8f1894.

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2 Sheets-Sheet 2.

(No Model.)

P.- RIBARD.

RAILWAY SIGNALING APPARATUS.

Patented July 3, 1894.

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3 UNITED STATES v PATENT OFFICE.

PAUL RIBARD,'OF- M'A-RSEILLES, FRANCE.

RAILWAY SIGNALING APPARATUS.,

SPECIFICATION forming part of Letters Patent No. 522,494, dated July 3,1894- Application filed November 28,1833. serialNo.491,996- (r model.)

To alt whom it m concern.-- Be 1t known that I, PAUL RIBARD, a citizenof France, and a resident of Marseilles, in.

the Department of the Bouches-du-Rhone.

France, have inventeda new and useful lm provement in Railway SignalingApparatus, of which the following is'a specification.

. This invention relates to an accessory apparatus for locomotives bythe action of which a continuous whistling is infallibly producedwhenever a signal set at danger is passed, the said whistling beingproduced by the action of the engine driver such action being prescribedby the regulations or being'produced automatically when from any causethe drivers attention has not been called to'the'warning disk or signal.Y The apparatus forming the subject of this invention also has theefiect of affording an indication that the engineer has neglected to payattention to the danger signal. In order that my said invention maybefully understood'I shall now proceed more particularly to describe thesame and for that purpose shall refer to the several figures on theannexed sheet of drawings the same letters and numerals of referenceindicating cor,-

responding parts in all thefigures.

Figure 1 of the accompanying drawings represents the general arrangementof "the apparatus part of which is attached to the lo;

comotive' the other part being stationary or fixed on the permanent wayand connected as hereinafter explained with the ordinary signalingmechanism. Fig. 2 represents the stationary part in detail. -Fig. 3represents inhorizontal section the tube of the whistle showingYitsconnection with the locomotive and the passages for supplying thewhistle with steam or compressed air. In this figure the tube isrepresented in a horizontal position being the'position which itoccupies regularly. Fig. 4. is a front view of the part supporting thetube viewed in a vertical plane parallelto the direction of the line.Fig. 5 represents'a section taken on the line a--b The engine driver isrequired to blow a whistle when on the point of passing a denger signal.For this purpose he must move the handle 1 Fig. 1 from the position 1 tothe 6 is a section on the line c-d on a support 3 attached to theyrail 4of the locomotive. In this movement the rod 5 is compelled to descendand moves a lever 7 through a given angle (Figs. 1 and 3). This leverbeing fixed on the square head 8 of a plug 9 (Fig. 3) causes this plugto rotate. The plug in rotating causes the whistle tube T (Figs. 1 and3) to move with it and withdraws it from the action of the finger I ofthe tube breaker 10 (Fig. 1) placed upon the line and hereinafterdescribed.

The plug 9 is provided with a recess notch 11(Figs. 3 and 5) destined toplace in communication two steam passages 12 and 13 (Figs. 3 and 5). Thepassage 13 opens at a point above the surface of the water in the boilerand supplies the apparatus with steam. It is seen that when thetube isin the horizontal position (Fig. 3) that is to say in the normalposition for trav'eling the steam from the passage 13 goes along thepassage 14 formed in the plug and fills the tube T after passing throughthe mouth a (Fig. 6) of the whistle 15 (Figs. 6 and 3) but when the plugis manipulated in such a manner as to be rotated elevating the tube Tdirectly the rotary motion commences and the small arc f g of a circle(Fig. 5) has been described the passage 13 is placed in communicationwith the passage 12 and the steam is enabled to pass along.

It win be seen that the engine driver is.

simply required to whistle on seeing the signal ahead'of him otherwisethe tube is broken against the tube breaking device T. This arrangementis a point of great importance as itprevents the engine driver fromputting the apparatus out of action. In fact he cannot escape from thetube breaking device except by causing the whistle to soundcontinuouslythis being one of the essential features of the invention.

In case the engine driver has'failed to observe the signal or, havingseen'it has omitted to blow the Whistle in the apparatus hereinbeforedescribed the tube is inevitably broken when the engine passes before aclosed Signal and when this has taken place the pass sage through thewhistle 15 being open the whistle sounds until the engine driver hasperformed the following operations namely: placing the lever in theposition 2 thus stopping the whistle 15 and opening the whistle on thelocomotive and enabling a fresh tube to be inserted in the place of thebroken tube T. In order to effect this exchange the broken end of thetube is unscrewed by means of a key or spanner fitting the hexagonalpart 16 (Figs. 3 and t) on the tube and screwing home a new tube withthe same key inserting if required a fresh washer to make the tightjoint between the end of the tube '1 and the seat formed in the plug 9.The tube is so constructed that the fracture must take place at orbeyond the point 17 Fig. 6 so that the whistle 15 is protected frominjury. The breakage of the tube takes place when the engine is runningfunnel foremostby the tube breaking arm I placed on the right hand sideof the track and in the case of an engine running in the same directionwith the fire box end in front, by a similar arm located on the lefthand side of the track and actuated at the same time as the other arm bya rod connected to the signal wire. The forked lever 19 Fig. 1 isprovided with a pin 18 which can be inserted in one of the links of achain inserted in the signal wire. The lever 19 is so arranged that whenthe signal is set at danger the two steel arms I of the tube breakingdevices vibrating on a rock shaft 22 being free to turn upon this shaftare elevated by a projection on a sleeve m keyed upon this shaft. Thearm I is provided with a projection corresponding with that on thesleeve m and which enables it to be elevated into the vertical positionin which position it is supported by a rod 21 Fig. 2 connecting the twochecks or brackets of the tube breaking device. The object of thisarrangement is to prevent the reaction or effect of the blow which wouldbe transmitted to the rock shaft and to the actuating lever 19 if thetwo projections j and 71, remained in contact. The rod 21 alone receivesthe shock of the tube and transmits the reaction to the ballast withoutacting upon the shaft 22 and disturbing the signal wire.

The arm I of the tube breaking device as well as the rod 21 are ofsteel. The tube is of cast iron, the plug 9 is of gun metal and thesupports of the apparatus upon the engine are made of wrought iron.

The gun metal plug is combined with an iron shell constructed with arecess 24, 25 Fig. 6 provided to admit of the rotation of the tube, theends of this recess receive the shock produced whether the tube bebroken in one direction or the other. These recesses protect the screwthread by which the tube is connected to the plug from injury. Thisarrangement combined with the double acting tube breaking device enablesthe apparatus to act when the engine is running either forward orbackward.

The part of the apparatus carried by the engine is attached to the part23 Fig. 1 of the under frame of the engine by one or more connectingplates or supports the length and shape of which are regulated accordingto the construction of the permanent way and of the rolling stock.

It is generally possible to find a small neutral zone between thedifferent profiles of track adopted by different companies to enable thesame form of apparatus to be employed on any track. The arm I of thetube breaking device must be arranged to be elevated within this zone.

The action of the apparatus hereinbefore described is as follows: Whenthe locomotive approaches the signal set at danger the tube breakingarms I are elevated as repre sented in Fig. 1 and the engine driver atthe moment when he is about to pass the signal must manipulate the loverI in such a mannor as to elevate the tubeTso that the latter may not bebroken. This operation opens either the ordinary whistle on thelocomotive or a special whistle provided for the purpose. In case theengine driver neglets to do this the tube T is broken and the whistle 15sounds. The tube T being broken the mistake of the engine driver isdisclosed and the whistle continues as hereinbefore explained until thebroken tube T has been replaced. The continuous sound of the whistle isan advantage over the warning given by the explosion of fog signalswhich are not only liable to fail to go off but produce momentary soundwhich is capable of being confounded with other noises.

Having now described the object of my in vention and the means forrealizing the same and reserving the right to modify any of theaccessory arrangements employed in practi cal working, I claim as myinvention-- 1. The locomotive signaling device herein before set forth,consisting essentially of a whistle secured upon the locomotive the baseof which forms a steam tight joint, the said whistle being inclosed in afragile casing, the breakage of which by striking against an obstructioncaused to project from the track enables the steam to escape through thewhistle and produce an audible signal, substantially as shown and forthe purpose specified.

2. A locomotive signal comprising a movable piece arranged to be rotatedby the engineer, consisting of a cock provided with a recesscommunicating with the steam whistle or with an automatic whistlingapparatus, the said recess being so arranged that upon the automaticwhistle being rendered inoperative the ordinary locomotive Whistle issounded, substantially as described.

3. In the safety signaling apparatus hereinbefore described a steamsupply passage and a movable device capable of being rotated by theengine driver and having a fragile or breakable end or projecting partin combination with the apparatus actuated by the or dinary signalinggear and brought into action whenever a signal is set at danger so as tocause an arm or obstruction to be placed in the path of the saidbreakable part as and for the purpose substantially as hereinbeforedescribed with reference to the accompanying drawings.

4. In a locomotive signal, the combination of a steam passage, arotatable multiple way cock, two whistles independently connected withsaid steam passage and controlled by said cock, and a frangible casingconnected with the steam passage, said whistles being separatelyactuated by a hand operating device and by thebreakage of the frangiblecasing, substantially as described.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

, PAULv RIBARD. \Vitnesses:

CLYDE SHROPSHIRE, W. J ONES.

